Spark-conductor



nu. 60e-,770.

Patented luly 5, |898.

C SLEISTEH SPARK CONDUCTOR.

(Application filed Dec. 16, 1897.)l

(No Model) wams r UNITED STATES PATENT Genion.

CLARENCE SLEISTER, OFPEORIA, ILLINOIS.

SPARK-CONDUCTOR.

SPECIFICATION forming part of Letters Patent No. 606,770, dated July 5, l11898.

v Application filed December 16, 1897. vSerial No. 662,214. (No model.)

To a/ZZ whom, it may concern:

Be it' known that I, CLARENCE SLEISTER, a citizen of the United States,residin g at Peoria, in the countyof Peoria and State ofvlllinois, have invented a new and useful Spark-Conductor, of which the following is a specification.

The invention relates to improvements in spark-conductors.

The object of the present invention is to improve the construction of spark-conductors and to provide a simple and effective one adapted to be readily applied to a train of cars and capable of conductingsmoke and other products of combustion from the smoke-stack Ato the rear of the train.

A further object of the invention is to provide a smoke-conductor which will permit a straight draft through the smoke-stack when desired and in which the conduit will-not be constricted when a train is rounding a curve.

rlhe invention consists in the construction and novel combination and arrangement of parts, as hereinafter fully described, illustrated in the accompanying drawings, and pointed out in the claims hereto appended.

In the -drawings, Figure l is a side elevation of a portion of a train provided with a spark-conductor constructed in accordance with this invention. Fig. 2 is an enlarged sectional view of the front portion of the spark-conductor. Fig. 3 is a detail view,

partly in section, illustrating the construc-Y tion of the iexible connection between the pipe-sections. Fig. 4 is a detail view show; ing the Caper-valve raised.

Like numerals of reference designate corresponding parts in the several iigures of the drawings. y

1 designates the front section'of the sparkconductor, and this front section 1, which is disposed over a locomotive 2, is provided with a depending vertical tube 3, adapted tot over a smoke-stack and designed to be firmly clamped on the same, whereby the section l is connected with the locomotive without interfering with the usual construction thereof. The section l is provided with a flaring funnel-shaped month 4 vextending outward in advance of the depending vertical tube 3 and adapted through the movement of the train to conduct air into the device and yproduce a strong draft through the same.

A tapering tube 5 extends rearward from the central portion of the section l along the top of the locomotive at a sufficient elevation to be in alinement with pipe-sections G, which aresuitably supported upon the tender of the locomotive and the cars of the train., The bottom portion of the front end ofthe tapering tube 5 connects directly with the upper end of the vertical tube 3, and the upper portion of the tube 5 is connected by an inclined wall 7 with a smoke-receiving hood 8, which is disposed directly above the depending vertical tube 3 in position to receive smoke as' cending the said tube 3 and prevent such smoke from passing out through the flaring mouth or funnel 4 when there is no draft through the spark-conductor. As soon as there is a draft induced through the sparkconductor by the motion of the train any smoke collecting in the hood 8 is drawn therefrom, the inclined Wall 7, which extends down- Ward and rearward from the hood,facilitatin g such action. The inclined wall 7 extends to a point aboveV the lower end of the front wall of the hood 8, so that it is impossible for smoke to be confined within the hood-by the draft through .the conductor.

The hood 8, which is tubular, is disposed directly above the tube 3 vand is normally closed by a-hinged cap or valve 9, provided with a forwardly-extending arm 10, which is pivoted between its ends to a bracket l1. The bracket ll ismounted on the front of the hood 8, as clearly shown in Fig. 2 ofy the accompanyingdrawings, and the outer end of the arm ll is provided with an opening l1, through which passes a cord or ,rope 12, designed to extend to the cab of the locomotive to enable the engineer'or fireman toopen the cap-or valve and provide a straight draft for the locomotive when starting a fire.

In order to prevent lthe cap or Valve from being blown open by the exhaust of the locomotive, it is provided with a catch 15, pivotally mounted on and depending from lthe free edge of the cap or valve and provided at its lower end with a tooth adapted to engage au- IOO tomatically a corresponding tooth or keeper 1G of the hood. The shank or body of the catch 15 is pivoted between its ends to form a lever, and the upwardly-extending portion 17 has the cord or rope l2 attached toit. 'lhe cord or rope l2 has a limited movement independent of the cap or valve in order to disengage the catch before lifting the same, and a stop 1S is secured to the Cord or rope at a point between the arm lO and the catch l5. When the cord or rope is pulled, the catch is first disengaged from the keeper 1G, and the stop 1S then engages the arm l0 to raise the cap or valve. rlhe weight of the cap or valve and the catch are sufficient to turn the parts to their closed position when the cord or rope is released.y

The ends of the pipe-section (5 and the rear terminal of the tube 5 are flared or Jfunnelshaped, and the adjacent ends of the sections are coupled b v flexible bellows-shaped connections l3,which, together with the flared or tunnel-shaped ends li, prevent the sparkconductor from being constricted by being bent when a train is rounding a curve. 'lhe bellows-shaped flexible connections are constructed of lireproof material and are adapted to act in the capacity of spark-extinguishers, the live sparks being partly arrested and extinguished through contact with the folds of the flexible connections.

The inner ends ot the flexible bellowsshaped connections are bolted or otherwise secured to the funnel-shaped portion il, and their outer ends, which are adapted to abut when cars are coupled, are provided with circular face plates or rings l), which form a spark and smoke proof connection. The folds of the bellows-shaped connections are supported by suitable springs, which cause the face-plates l) to engage each other yieldingly.

It will be seen that the invention possesses the following advantages: The spark-conclue ter is simple and comparatively inexpensive in construction and may be readily applied to a train without necessitating any change in the construction of a locomotive, as the tube 3 is adapted to fit over the smoke-stack. The pipe-sections ot the spark-conductor are in the same horizontal plane, so that there is no obstruction to the tree draft or blast of air trom one end of a train to the other, and the capacity of the pipe-sections is not diminished when a train is rounding a curve. The device is adapted to provide a straight draft for a locomotive when desired, and the smoke-receiving hood is adapted to prevent smoke from issuing through the mouth or funnel t when a train is not in motion. The

flexible bellows-shaped couplings are automatic in their operation, the face-plates being adapted to engage each other when ears Changes in the form, proportion, and minor details of construction may be resorted to without departing from the spirit or sacrificing any ot' the advantages ot this invention.

lVhat l clailn isl. In a sliark-eonductor, the combination of; a vertical tube designed to be connected with a locomotive, a flaring mouth or funnel extending forward from the mouth of the tube, a rearwardly-extending tube connected with the vertical tube and disposed opposite the flaring mouth or funnel, and a vertical hood located directly above the vertical tube and provided with a cap, the rear wall ot the hood terminating short of the front wall, and being provided with the inclined portions 7 connected with the rearwardlyextending tube and extending downward and rearward from a point above the lower edge of the front wall of the hood, substantially as and for the purpose described.

2. In a spark-conductor, the combination of two pipe-sections having their adjacent ends flared or funnel-shaped to increase the diameter of the conductor, and the flexible bellows-shaped connections secured to the flaring or funnel-shaped ends of the pipeseetions, substantially as described.

In a device et the class described, the combination of a tube, a hinged cap or valve provided with an arm pivoted between its ends, a catch mounted at the free edge of the cap or valve and adapted to engage the tube, and a cord or rope secured to the catch and connected with the arm, said cord or rope having a limited movement independent of the arm, whereby the catch is released before the cap or valve is raised, substantially' as described.

i. In a device of the class described, the combination of a tube, a hinged cap or valve provided with an arm pivoted between its ends and having an opening in its outer portion, a catch pivoted between its ends at the free edge ot the cap or valve and having its lower portion adapted to engage the tube, and a cord or rope passing through the opening of said arm and connected with the upper portion of the catch, said cord or rope being provided between the arln and the catch with a stop adapted to engage the former, substantially as described.

In testimony that l claim the foregoing as my own I have hereto allixed mysignature in the presence of two witnesses.

CLARENCE SLEIS'IER.

Yvitnesses:

WILLIAM J. WULs'rnix, M. N. GIsn.

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